Rotary engine.



PATENTED NOV. 3,1903.

' G. W. MONTGOMERY.

' ROTARY ENGINE.

APPLICATION FILED AUG. 31, 1903.

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No. 743,092. PATENTED Nov. 3, 903 G. W. MONTGOMERY= ROTARY ENGINE.

APPLICATION 11,111) AUG. 31,1903. N0 MODEL. QSHEETSr-SHEET 2.

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no, 743,092, PATENTED NOV. 3, 1903.

G. W. MONTGOMERY.

' ROTARY ENGINE.

APPLICATION FILED AUG. 31, 1903. I

N0 MODEL. 3 SHEETS-SHEET 3.

. 147 17 15 I? Z .75 JJ 25 9 J0 J2 l 27 a .76 JZ 6/ J] 14 45 27 .v J8 19 67 g 54 2 kidn esszs fi w No.743,092. UNITED STATES Patented November 3, 1903 PATENT OFFICE.

GEORGE WASHINGTON MONTGOMERY, OF BELLAIRE, OHIO, ASSIGNOR OF ONE-HALF TO ARTHUR J. MORGAN, OF BELLAIRE, OHIO.

ROTARY ENGINE.

SPECIFICATION forming part of Letters I'aten't No. 743,092, dated November. 3, 1903. Application filed August 31,1903- Serial No. 171,427. (No model.)

MONTGOMERY, a citizen of the United States,

residing at Bellaire, in the county of Belmont and State of Ohio, have invented a new and useful Rotary Engine, of which the following is a specification.

This invention relates to certain improvements in rotary engines, and particularly to that class of engines in which one or more swinging abutments are moved into and out of an annular steam-cylinder.

The principal object of the invention is to provide a novel form of abutment-actuating means, while the abutment or abutments receive a practically intermitting movement and are allowed to remain within the steamspace for a sufficient length of time to accomplish the desired result.

A still further object of the invention is to provide a novel form of steam -engine in which provision is made for governing the live and exhausted steam through ported members, of which some are stationary and the others revoluble, and to provide for the proper balancing of pressure on opposite sides of the revoluble piston in order to prevent lateral pressure.

With these and other objects in view the invention consists in the novel construction and arrangement of parts'hereinafter degitudinal sectional elevation of the engine on the line 3 3 of Fig. 1. Fig. 4 is a detail view of one of the swinging abutments. Fig. 5 is an elevation of one side or end of the piston. Fig. 6 is a detail sectional view on the line 6 6 of Fig. 1. Fig. 7 is a sectional elevation of a portion of the engine, illustrating a slightlymodified construction.

Similar numerals of reference are employed to indicate corresponding parts throughout the several .figures of the drawings.

The engine is provided with a suitable base 1, which may be formed integral with a suit able cylinder 2, the cylinder being formed in any desired number of sections bolted or otherwise secured together. The cylinder is provided with an annular steam-space 3, that is circular in cross-section, and receives a piston-wing 4, projecting from a piston. drum or drums 5. The piston-wing 4 is slightly tapering in cross-section, as indicated in Fig. 3, the central portion 6 being preferably made integral with the piston-drum, and on opposite sides of said central member are disks 7, formed of a compressible material, and on the outer faces of these disks are arranged metallic disks 8. The disks are held together by suitable screws or bolts, which extend completely through the wing as a whole and serve when screwed tightly in position to compress the disks 7 and force the periphery thereof outward for engagement with the circular wall of the annular steamspace. At diametrical opposite points the annular cylinder communicates with horizontally disposed pockets or recesses 9, into which the abutments 10 move in order to allow the passage of the piston-wing 4, and said pockets or recesses are approximately triangular-shaped in cross-section and serve to conceal both the abutments and the carrying-arms 11. Each abutment is formed of a pair of disks 12, having their peripheries grooved or recessed to receive a packing-ring 13, and the two disks are confined in position by a suitable bolt or rivet 14 at an approximately central point. The carrying-arm 11 isconnected at one end to a rock-shaft l5 and at an opposite end extends within suitable recesses formed in the two abutment-disks and is connected to the bolt or rivet 14. The recesses 16 are provided with tapering walls in order to permit freedom of movement of the abutment in case of Wear, so that the parts of the abutment can in a measure accommodate themselves in such slight variations as may occur in the thickness of the abutment or the width of the abutment-receiving recess from constant friction between the two. The rock-shaft at' each side of the cylinder extends out through suitable stufiing-box 17, and at both its upper and lower ends are rocker-arms 18, provided with suitable pins or studs 19, on which are mounted curved antifriction-rollers 20.

The cylinder-casin g or other stationary part of the engine is provided with a pair of brackets 21, having studs 22, on which are journaled arms or levers 23, each of which isprovided with a slotted cam 24, and into the slotted portion of this cam fits one of the rollers 20. A portion of the slot is arranged on a line concentric with the axial line of the pivot 22, so that when the cam-lever is turning with this pivot as a center there will be no movement of the rocker-arm 18 but when the antifriction-roller is in the straight portion of the slot the rocker-arm will be moved and the position of the abutment altered in accordance with the direction of movement of the lever.

The piston-drum is secured to a shaft 25, adapted to suitable bearings of any desired character and provided at a point outside the casing or cylinder with an eccentric 26, having a strap 27, which is connected by eccen trio-rods 28 to the levers 23, and the position of the parts is such that when one of the abutments 10 is in operative position in the steamspace the opposite abutment will be wholly concealed within its abutment-receiving recesses, and during the interval in which the antifriction roller 20 remains within; the curved portion of the cam-slot there will be no movement of the abutment, the latter dwelling in the steam-space for sufficient length of time to permit the application of steam-pres sure to the piston-wing for the desired length of time. The shaft is shown in the present instance as provided with a bearing formed in part by a projecting sleeve 30, that is secured to or formed integral with the cylinder, a suitable stuffing-box and gland being employed, as indicated at 31, to prevent the entrance of steam when the shaft extends out through the walls of the cylinder. The inner end of the shaft 25 is hollow, being provided with a port 31, through which either live or exhaust steam may pass to or from the cylinder, the port being continued from the end of the shaft to a point in alinement with the center of the cylinder and thence outward in a radial line to the steam-space, as indicated in Figs. 1 and 3.

The sleeve is provided with two ports 32 and 33, of which the latter opens at the end of. the sleeve into a space formed by a cap 34, the cap being threaded and adapted to the threaded end of the sleeve, as shown in Fig. 1, and having a suitable nut or wrench engaging head 35 in order to permit its adjustment for removing.

To prevent escape of steam, a stuffing-box is formed at the inner end of the sleeve 30,- and in this box is a packing-strip '38, the lat-.

ter being held in place by an adjustable gland I 39 in the form of a sleeve or tube provided at its outer end with a plurality of fingers or lugs 40, separated by intervening notches, so as to form a free passage for the steam between the two ports 31 and 33. The inner face of the cap 34 bears against the lugs or fingers, and by turning the cap the position of the gland may be altered, and any desired pressure may be exerted on the packingstrip.

The hub portion of the piston is cylindrical in form, and on each side of the central web that extends to the steam-space is an annular recess for the reception of a packing-ring 42. The opposite sides of the piston-hub are provided with annular steam ports or passages 43, and these are placed in communication with each other by a transverse passage 44, so that steam entering through the port 32 is allowed to pass to both sides of the piston-hub and balance the same. From the transverse passage 44 extends a radial steampassage 45, leading to the steam-space, preferably at a point near one side of the pistdnwing, while the corresponding port through which steam is exhausted is arranged at the opposite side of the piston-wing.

The two ports 32 and 33 lead to a steamchest 50, the chest being preferably circular in form and receiving a piston-valve 51, having a centrally-disposed longitudinal passage 52 and an annular steam-port 53. When in the position shown in Fig. 1, steam enters through an inlet 54 and passes directly through port 32 to the steam-spaces of the cylinder, and at the same time a portion of the steam passes through to the opposite end of the steam-chest and balances the valve. When in this position, the exhaust-steam passing from port 33 is led around through the annular port 53 and finally escapes through the exhaust-pipe 55. The valve is connected by a rod 56 to a suitable lever 57, which may be moved to alter the position of the valve in such manner as to permit the steam to pass from port 54thr0ugh the passage 52 and thence through the steam-ports 53 to reverse the direction of rotative movement of the piston, while the exhaust-steam issues from port 32 and thence passes around the annular port 53 to the escape 55.

In the operation of the engine, the parts being in the position shown in Figs. 1 and 3, the piston is rotating ina direction indicated by the arrow and steam is issuing from port and passing to the steam-space, the steam expanding between a stationary abutment at the left hand of Fig. 3 and the piston-wing, while the dead steam between the opposite side of the abutment and the opposite side of the wing is exhausting through port leading to the shaft After the piston-wing has passed beyond the abutment at the right hand of Fig. 3 said abutment will be moved inward across the steam-passage, while the abutment at the left hand will be moved into its receiving-recess, and the entering steam will then act between the right-hand abutment and the piston-wing, or, if desired, two piston-wings may be employed and be operated upon simultaneously.

In Fig. 7 is illustratedaslight modification of the structure, the main shaft passing out through the end of the sleeve 30.. In this case the cap fits 34', forming a gland-nut, and the steam-port 33"is in communication with an annular steam-space 58,formed in the bore of the sleeve 30, and said steam-space is placed into communication with the steampassage of the shaft by means of a small port connection with said arm, a portion of, the

cam being arranged on a line concentric with the pivot-axis of the lever, a pivot-stud for said lever, and the eccentric carried by the main shaft and serving to operate said camlever.

2. In a rotary engine, acylinder having an annular steam-space, a piston having a wing extending within the steam-space, a swinging abutment, movable into and out of the steam-space, a rook-shaft, an arm carried thereby and connected at one end to the abutment, a pair of rocker-arms disposed one at each end of the rock-shaft, antifriction-rollers carried by said arms, a pair of pivoted camlevers having slits for the reception of said rollers, portions of the slots being arranged on lines concentric with the axis of the leverpivot, and means for actuating said levers.

3. The combination'in a rotary engine, of a cylinder having an annular steam-space, a piston having a wing extending into the steamspace, a pair of abutments movable into and out of the steam-space, rock-shafts having their opposite ends extending outside the easing, arms secured to the rock-shaft and connected at one end to the abutments, a rockerarm disposed at each end of each rock-shaft, antifriction rollers carried by the several rocker-arms, pivoted cam-levers for engaging the antifriction-rollers, a shaft secured to the piston, andan eccentric mounted on the shaft and operatively connected to said cam-levers.

4. In a rotary steam-engine, a cylinder having an annular steam-space, a. piston having a wing extending into the steam-space, a twopart abutment of which each part is provided with a tapering recess, and a rocker-arm extending partly in both recesses and connected to the said abutment.

5. In a rotary engine, a cylinder having a centrally-disposed sleeve, a piston disposed in the cylinder, a shaft secured to the piston and extending through said sleeve, there being steam-ports formed in the sleeve, a valve for controlling the flow of steam through said ports, a cap-nut arranged at the end of the sleeve and forming a steam-space for placing the shaft-passage into communicaton with one of the sleeve-passages, a gland extending into a recess in the sleeve, and spacing lugs or fingers separating the gland from the inner surface of the cap-nut.

6. In a rotary engine, a cylinder having a ported sleeve, a piston having a hub portion arranged in a recess in the central portion of the cylinder, said hub portion having annular steam-passages on its opposite sides, said passages being connected to each other by a transverse passage leading through the hub and one of said annular steam-passages being in communication with one of the ports of the sleeve, a shaft having a central steam-passage, and connecting-passages between the ports or passages of the shaft and the sleeve, substantially as specified.

' In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

GEORGE WASHINGTON MONTGOMERY.

Witnesses:

E. E. CLEVENGER, J. W. MORRELL. 

